US9896102B2 - Vehicle controller - Google Patents

Vehicle controller Download PDF

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Publication number
US9896102B2
US9896102B2 US14/810,227 US201514810227A US9896102B2 US 9896102 B2 US9896102 B2 US 9896102B2 US 201514810227 A US201514810227 A US 201514810227A US 9896102 B2 US9896102 B2 US 9896102B2
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Prior art keywords
vehicle
engine
acceleration
preceding vehicle
controller
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US20160023659A1 (en
Inventor
Yuichi Tanaka
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Subaru Corp
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Subaru Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B60W2550/302—
    • B60W2550/308—
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y02T10/48—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/6239—
    • Y02T10/6286—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the present invention relates to a vehicle controller provided with a sensor that detects a driving condition of a preceding vehicle.
  • the hybrid vehicle described in JP-A No. 2009-24529 determines whether or not a road on which the vehicle is running is a ramp of an expressway and, when determining that the road is a ramp, inhibits the engine shutdown.
  • a situation where good vehicle acceleration performance is needed cannot be determined by the type of road only, and is dependent on other vehicles' driving conditions. For this reason, it is desirable that the response associated with vehicle acceleration is improved under various driving conditions, in addition to operation on a specific road.
  • An aspect of the present invention provides vehicle controller a vehicle controller including: a sensor that detects a driving condition of a preceding vehicle; a re-acceleration determiner that determines based on the driving condition of the preceding vehicle whether or not a re-acceleration state where the preceding vehicle decelerates and then accelerates occurs; and a rotation controller that, if it is determined that the re-acceleration state occurs, maintains a rotational speed of an engine not less than a lower limit.
  • FIG. 1 is a diagram illustrating a vehicle controller according to a first example of the present invention.
  • FIG. 2 is a diagram exemplifying an internal structure of a power unit.
  • FIGS. 3A to 3C are schematic views illustrating a re-acceleration state of a preceding vehicle.
  • FIG. 4 is a flowchart exemplifying steps of executing lower-limit maintenance control.
  • FIG. 5 is a timing chart exemplifying an execution of lower-limit maintenance control through motoring.
  • FIG. 6 is a timing chart exemplifying an execution of lower-limit maintenance control through fuel supply.
  • FIG. 7 is a collinear diagram depicting an operation of a power dividing mechanism during execution of lower-limit maintenance control.
  • FIG. 8 is a diagram illustrating a vehicle controller according to a second example of the present invention.
  • FIG. 9 is a flowchart exemplifying steps of executing lower-limit maintenance control.
  • FIG. 10 is a timing chart exemplifying the execution of lower-limit maintenance control through fuel supply.
  • FIG. 1 is a diagram illustrating a vehicle controller 10 according to a first example of the present invention.
  • the vehicle controller 10 has a power unit 11 provided with a plurality of power sources.
  • the power unit 11 is provided with an engine 12 and two motor-generators MG 1 and MG 2 as power sources.
  • An output shaft 13 of the power unit 11 is connected to wheels 15 through a differential mechanism 14 .
  • An inverter 16 is connected to the motor-generators MG 1 and MG 2 , and a battery 17 is connected to the inverter 16 .
  • FIG. 2 is a diagram exemplifying an internal structure of the power unit 11 .
  • a crankshaft 20 of the engine 12 is connected to the input shaft 22 through the damper mechanism 21 .
  • the motor-generator (electric motor) MG 1 coaxially provided on the input shaft 22 has a stator 23 and a rotor 24 housed in the stator 23 .
  • the rotor 24 is connected to a rotor shaft 25 that is hollow and that has the input shaft 22 inserted thereinto.
  • a power dividing mechanism 26 consisting of a planetary pinion train is provided between the input shaft 22 of the power unit 11 and an output shaft 13 .
  • the power dividing mechanism 26 has a carrier 27 connected to the input shaft 22 and a pinion gear 28 rotatably supported by the carrier 27 .
  • the power dividing mechanism 26 also has a ring gear 29 connected to the output shaft 13 and a sun gear 30 connected to the rotor shaft 25 .
  • the ring gear 29 and the sun gear 30 are engaged with the pinion gear 28 .
  • the motor-generator MG 2 coaxially provided on the output shaft 13 has a stator 31 and a rotor 32 housed in the stator 31 .
  • the rotor 32 is connected to a rotor shaft 33 that is hollow and that has the input shaft 13 inserted thereinto.
  • a planetary pinion train 34 disposed adjacent to the motor-generator MG 2 has a carrier 36 secured to a housing 35 of the power unit 11 and a pinion gear 37 rotatably supported by the carrier 36 .
  • the planetary pinion train 34 has a ring gear 38 connected to the output shaft 13 and a sun gear 39 connected to the rotor shaft 33 .
  • the ring gear 38 and the sub gear 39 are engaged with the pinion gear 37 .
  • the motor-generator MG 1 of the power unit 11 is connected to the engine 12 through the power dividing mechanism 26 and to the output shaft 13 through the power dividing mechanism 26 .
  • the motor-generator MG 2 of the power unit 11 is connected to the output shaft 13 through the planetary pinion train 34 .
  • the power unit 11 is configured as a series-parallel type power unit.
  • the power unit 11 is capable of shutting down the engine 12 even while the vehicle is running and the output shaft 13 is rotating. Accordingly, during vehicle deceleration in which the depression of the accelerator pedal is released, the engine 12 is shut down in order to reduce the fuel consumption of the engine 12 . In contrast, during vehicle acceleration in which the accelerator pedal is depressed, the engine 12 is started in order to gain motive power through engine torque.
  • the vehicle controller 10 has a control unit 40 that controls the operating conditions of the engine 12 and the motor-generators MG 1 and MG 2 and the like.
  • the control unit 40 is connected to a camera unit 41 that captures an image ahead of the vehicle and serves as the sensor of the appended claims in the first example, a vehicle speed sensor 42 that detects a vehicle speed, an accelerator sensor 43 that detects the amount of accelerator pedal depression, and a brake sensor 44 that detects the amount of brake pedal depression.
  • the control unit 40 has an engine controller 45 that controls the operating condition of the engine 12 and a motor controller 46 that controls the operating condition of the motor-generators MG 1 and MG 2 .
  • the control unit 40 determines the operating condition based on information received from the sensors and calculates a control signal for the engine 12 and the motor-generators MG 1 and MG 2 based on the determination of the operating condition.
  • the engine controller 45 outputs a control signal to a throttle valve 47 and an injector 48 and the like to control the engine torque and (rotational) speed of the engine 12 .
  • the motor controller 46 outputs a control signal to a power converter 49 in the inverter 16 to control the motor torque and speed of the motor-generator MG 1 . Also, the motor controller 46 outputs a control signal to a power converter 50 in the inverter 16 to control the motor torque and speed of the motor-generator MG 2 .
  • the control unit 40 includes a CPU that calculates control signals, a ROM that stores programs and data, and a RAM that temporarily stores data.
  • the control unit 40 has an image processor 51 and a re-acceleration determiner 52 .
  • the image processor 51 processes image information received from the camera unit 41 and detects preceding vehicle information that includes information on the driving condition of a preceding vehicle. Pieces of the preceding vehicle information detected by the image processor 51 include a vehicle speed of the preceding vehicle, a vehicle-to-vehicle distance between the vehicle and the preceding vehicle, and a status of activation of a preceding vehicle's brake lamp and the like.
  • the re-acceleration determiner 52 determines whether or not a re-acceleration state occurs where the preceding vehicle decelerates and then accelerates. If the preceding vehicle is determined to be in the re-acceleration state, the engine controller 45 and the motor controller 46 perform lower-limit maintenance control for maintaining the engine speed not less than a predetermined lower limit in order to heighten the response associated with the acceleration of the vehicle.
  • FIGS. 3A through 3C are schematic views illustrating a re-acceleration state of a preceding vehicle.
  • subject vehicle when there is a preceding vehicle ahead of a vehicle equipped with the vehicle controller 10 (hereinafter referred to as “subject vehicle”), the driver of the subject vehicle frequently adjusts the amount of accelerator pedal depression or accelerator opening so as to follow the preceding vehicle.
  • subject vehicle when there is a preceding vehicle ahead of a vehicle equipped with the vehicle controller 10 (hereinafter referred to as “subject vehicle”), the driver of the subject vehicle frequently adjusts the amount of accelerator pedal depression or accelerator opening so as to follow the preceding vehicle.
  • FIG. 3A when there is a preceding vehicle ahead of a vehicle equipped with the vehicle controller 10 (hereinafter referred to as “subject vehicle”), the driver of the subject vehicle frequently adjusts the amount of accelerator pedal depression or accelerator opening so as to follow the preceding vehicle.
  • the vehicle controller 10 performs lower-limit maintenance control for maintaining the engine speed not less than a predetermined lower limit in order to heighten the response associated with acceleration of the subject vehicle following re-acceleration of the preceding vehicle.
  • FIG. 4 is a flowchart exemplifying steps of executing the lower-limit maintenance control.
  • step S 10 it is determined in step S 10 whether or not a deceleration determination for the preceding vehicle and the subject vehicle is established. If it is determined in step S 10 that a vehicle-speed decrement of the preceding vehicle is not less than a predetermined level within a predetermined duration, that a vehicle-speed decrement of the subject vehicle is not less than a predetermined level within a predetermined duration, and that elapsed time since setting of a deceleration flag to be described later falls within a predetermined duration, a deceleration determination is determined to have been established.
  • step S 10 If the deceleration determination is determined in step S 10 to be established, the flow proceeds to step S 11 in which the deceleration flag is set. On the contrary, if the deceleration determination is not determined in step S 10 to have been established, the flow proceeds to step S 12 in which the deceleration flag setting is cancelled.
  • step S 13 It is determined in step S 13 whether or not a re-acceleration determination for the preceding vehicle is established. If it is determined in step S 13 that a vehicle-speed increment for the preceding vehicle is not less than a predetermined level within a predetermined duration and that the deceleration flag is set, the re-acceleration determination is determined to have been established. If the re-acceleration determination is determined in step S 13 to have been established, the flow proceeds to step S 14 in which a re-acceleration flag is set. On the contrary, if the re-acceleration determination is not determined in step S 13 to have been established, the flow proceeds to step S 15 in which the re-acceleration flag setting is cancelled.
  • step S 16 It is determined in step S 16 whether or not a shutdown inhibition determination for inhibiting an engine shutdown is established. If it is determined in step S 16 that a re-acceleration flag is set and that elapsed time since setting of a shutdown inhibition flag to be described later falls within a predetermined duration, the shutdown inhibition determination is determined to have been established. In other words, if it is determined in step S 16 that elapsed time since re-acceleration of the preceding vehicle falls within a predetermined duration, the shutdown inhibition determination is determined to have been established. Then, if the shutdown inhibition determination is determined to have been established, the flow proceeds to step S 17 in which it is determined whether or not a continuation condition for the shutdown inhibition determination is established.
  • step S 17 If it is determined in step S 17 that a predetermined duration elapses since the setting of the re-acceleration flag described above and that a brake operation of the subject vehicle is cancelled, the continuation condition for the shutdown inhibition determination is determined to have been established. Also, if it is determined in step S 17 that a predetermined duration elapses since the setting of the re-acceleration flag described above and that a vehicle-speed decrement of the subject vehicle is not more than a predetermined level within a predetermined duration, the continuation condition for the shutdown inhibition determination is determined to have been established. If the continuation condition is determined in step S 17 to have been established, the flow proceeds to step S 18 in which the shutdown inhibition flag is set. On the contrary, if the shutdown inhibition determination is not determined in step S 16 to have been established or the continuation condition is not determined in step S 17 to have been established, the flow proceeds to step S 19 in which the shutdown inhibition flag setting is cancelled.
  • step S 20 it is determined whether or not the shutdown inhibition flag is set. If the shutdown inhibition flag determined in step S 20 to have been set, the flow proceeds to step S 21 in which it is determined whether or not motoring of the engine 12 by the motor-generator MG 1 is possible. If it is determined in step S 21 that the state of charge (SOC) of the battery 17 is not less than a predetermined level and that the engine speed is not less than a predetermined level, such motoring is determined to be possible. If the motoring is determined in step S 21 to be possible, the flow proceeds to step S 22 to perform the lower-limit maintenance control for maintaining the engine speed not less than a predetermined lower limit speed (lower limit) N 1 by driving the motor-generator MG 1 .
  • SOC state of charge
  • step S 21 determines whether the motoring is determined in step S 21 to be impossible. If the motoring is determined in step S 21 to be impossible, the flow proceeds to step S 23 to perform the lower-limit maintenance control for maintaining the engine speed not less than a predetermined idling speed (lower limit) N 2 by causing fuel to be injected through the injector 48 .
  • step S 21 determines whether the state of charge (SOC) of the battery 17 is insufficient or that the engine speed has already fallen below the lower limit speed N 1 .
  • step S 23 determines the state of charge (SOC) of the battery 17 is insufficient or that the engine speed has already fallen below the lower limit speed N 1 .
  • step S 23 determines the state of charge
  • the flow proceeds to step S 23 in which the engine speed is maintained at the idling speed N 2 .
  • step S 24 determines the lower-limit maintenance control for maintaining the engine speed is performed and the engine 12 is shut down depending on a vehicle condition.
  • the engine shutdown of the subject vehicle is inhibited and at the same time the engine speed is maintained by the motor-generator MG 1 .
  • the driver of the subject vehicle depresses the accelerator pedal, engine torque can be generated quickly, thereby allowing the response associated with vehicle acceleration to be enhanced.
  • the idling speed is maintained by causing fuel to be injected through the injector 48 , instead of increasing the engine speed through motoring. Accordingly, the response associated with vehicle acceleration can be enhanced by maintaining the idling speed N 2 without shutting down the engine 12 .
  • step S 17 a determination as to the continuation condition is made to determine whether the driver of the subject vehicle intends to accelerate. In other words, if it is determined in step S 17 that the driver is operating the brake, namely, the driver expresses a clear intention to decelerate, the lower-limit maintenance control is cancelled and the engine 12 is shut down. With this arrangement, vehicle fuel economy can be improved even if the lower-limit maintenance control is performed to enhance vehicle acceleration.
  • FIG. 5 is a timing chart exemplifying the execution of the lower-limit maintenance control through motoring.
  • FIG. 6 is a timing chart exemplifying the execution of the lower-limit maintenance control through fuel supply.
  • solid lines indicate the case where the lower-limit maintenance control is enabled, while dashed lines indicate the case where the lower-limit maintenance control is disabled.
  • FIG. 7 is a collinear diagram depicting an operation of the power dividing mechanism 26 during execution of the lower-limit maintenance control.
  • the motor-generator MG 1 When the shutdown inhibition flag is set, the motor-generator MG 1 is powered (symbol A 6 ), thereby maintaining the engine speed not less than the lower limit speed N 1 (symbol A 7 ). In other words, as illustrated by symbol ⁇ in FIG. 7 , for lower-limit maintenance control through motoring, the motor-generator MG 1 is caused to output power running torque Tm, whereby the engine speed declining in preparation for vehicle deceleration followed by engine shutdown is maintained not less than the lower limit speed N 1 .
  • FIG. 8 is a diagram illustrating a vehicle controller 60 according to the second example.
  • a vehicle controller 60 has a power unit 62 provided with an engine 12 and a continuously variable transmission 61 .
  • a primary pulley 63 of the continuously variable transmission 61 is connected to the engine 12 through a forward/backward switching mechanism 64 and a torque converter 65 .
  • a secondary pulley 66 of the continuously variable transmission 61 is connected to wheels 15 through an output shaft 13 and a differential mechanism 14 .
  • the vehicle controller 60 has an idling stop function that automatically shuts down the engine 12 before the vehicle comes to a stop.
  • Such an idling stop function allows the engine 12 to be shut down before the vehicle comes to a stop below a predetermined speed, thereby improving vehicle fuel economy.
  • the vehicle controller 60 has a control unit 67 that controls the operating conditions of the engine 12 and the continuously variable transmission 61 .
  • the control unit 67 determines the operating condition based on information received from various sensors and calculates a control signal for the engine 12 and the continuously variable transmission 61 based on the determination of the operating condition.
  • An engine controller 45 outputs a control signal to a throttle valve 47 and an injector 48 and the like to control the engine torque and engine speed of the engine 12 .
  • an image processor 51 of the control unit 67 processes image information received from a camera unit 41 and detects preceding vehicle information that includes information on the driving condition of a preceding vehicle.
  • a re-acceleration determiner 52 of the control unit 67 makes a determination based on the vehicle speed or the like of the preceding vehicle, which is the preceding vehicle information, as to whether a re-acceleration state occurs where the preceding vehicle decelerates and then accelerates. If it is determined that the preceding vehicle is in the re-acceleration state, the engine controller 45 of the control unit 67 performs lower-limit maintenance control for maintaining the engine speed not less than a predetermined lower limit in order to heighten the response associated with the acceleration of the vehicle. As described above, the control unit 67 that performs the lower-limit maintenance control serves as the re-acceleration determiner and the rotation controller in the appended claims in the second example.
  • the control unit 67 includes a CPU that calculates control signals, a ROM that stores programs and data, and a RAM that temporarily stores data.
  • FIG. 9 is a flowchart exemplifying the steps of executing the lower-limit maintenance control.
  • steps that are identical to steps illustrated in FIG. 4 are denoted by like reference numerals, and descriptions thereof are omitted.
  • the flow proceeds to step S 30 in which it is determined whether or not the re-acceleration flag has been set.
  • step S 30 If the re-acceleration flag is determined in step S 30 to have been set, the flow proceeds to step S 31 in which fuel is caused to be injected through the injector 48 to perform the lower-limit maintenance control for maintaining the engine speed not less than a predetermined lower limit speed (lower limit) N 3 . On the contrary, if the re-acceleration flag is not determined in step S 30 to have been set, the flow proceeds to step S 32 in which the lower-limit maintenance control for maintaining the engine speed is disabled and the engine 12 is shut down depending on vehicle conditions.
  • FIG. 10 is a timing chart exemplifying the execution of the lower-limit maintenance control through fuel supply.
  • solid lines indicate the case where the lower-limit maintenance control is enabled, while dashed lines indicate the case where the lower-limit maintenance control is disabled.
  • FIG. 10 when the depression of the accelerator pedal is released in conjunction with the deceleration of the preceding vehicle (symbol A 1 ), injection of fuel into the engine 12 is suspended (symbol A 2 ).
  • the engine 12 is shut down (symbol B 2 ) when the vehicle speed falls below a vehicle-speed threshold V 1 for idling stop (symbol B 1 ).
  • the engine 12 being shut down makes it impossible to promptly increase engine torque when the accelerator pedal is depressed (symbol A 6 ), resulting in degraded response associated with vehicle acceleration.
  • the vehicle controller 60 executes the lower-limit maintenance control, it is not necessary to wait for the engine to be started up and revved up, thereby improving the response associated with vehicle acceleration.
  • a determination as to re-acceleration of a preceding vehicle is made on the basis of the speed of the preceding vehicle, but the present invention is not limited to this.
  • Such a determination as to re-acceleration of the preceding vehicle may be made on the basis of, for instance, a vehicle-to-vehicle distance between the preceding vehicle and the subject vehicle.
  • the determination as to re-acceleration of the preceding vehicle may be made on the basis of the activation of the brake lamp of the preceding vehicle.
  • the lower-limit maintenance control through motoring and the lower-limit maintenance control through fuel supply are enabled separately in the above description, but the present invention is not limited to this.
  • the motoring of the engine 12 by the motor-generator MG 1 may be performed concurrently with the fuel supply to the engine 12 in order to maintain the engine speed not less than the lower limit speed.
  • the camera unit 41 is used to detect the driving condition of the preceding vehicle in the above description.
  • the camera unit 41 may have a plurality of cameras or a single camera.
  • a sensor used to detect the driving condition of the preceding vehicle is not limited to the camera. Alternatively, for instance, a millimeter wave radar or an infrared laser may be used.
  • the vehicle controllers 10 and 60 according to the examples of the present invention are applied to a series-parallel-type hybrid vehicle and a vehicle provided with the engine 12 only as a power source in the above description, but the present invention is not limited to this. Alternatively, the present invention may be applied to, for instance, series type hybrid vehicles or parallel type hybrid vehicles.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
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US20160023659A1 (en) 2016-01-28
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DE102015111775B4 (de) 2024-05-23
CN105313885A (zh) 2016-02-10
CN105313885B (zh) 2018-01-30

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